Air-brake system.



No. 841,231. PATENTED JAN. 15, 1907. F. B. COREY.

AIR BRAKE SYSTEM.

APPLIGATION FILED MAY 26. 1906.

ml ngm n M Iv F mm J mlm w /m/enor'. ea 80ers a by f may UNITED STATES FRED B. COREY, OF SCHENECTADY,

PATENT OFFICE.

, NEW YORK, AssIeNoR To GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

AIR-BRAKE SYSTEM.

Specification of Letters Patent.

\To all whom it may concern.-

Be it known that I, FRED B. COREY, a citizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Air-Brake Systems, of Which'the following is a specification.

My invention relates to air-brake systems, and particularly to the type of s stem described intwo applications filed li y George Macloskie and assigned to the General Electric Company, Serial No.-205,654, filed April 30, 190 i, and Serial No. 250,894, filed March 20, 1905. Those applications describe a system in which the advantages of straight and automatic air-brake systems are combined.

Two train-pipes are provided, the first normally carrying air under pressure and the second normally at atmospheric pressure. The second train-pipe is normally connected to brakecylinder,and the brakes are applied and released in the manner of an ordinary straightair system by supplying air to and releasin it from the brake-cylinder throughthe second trainpipe. I An emergency-valve is provided which is normally held by a spring in position to connect the second train-pipe to brakecylinder, butresponsive to a fall of pressure in the firsttrain-pipe, such as would occur upon a breaking apart of the train, to disconnect brake-cylinder from the second trainpipe, and to connect it directly to reservoir.

My invention consists in an improvement in such a system by which the straight-air o eration is made quicker, so as to render t e system applicable to longer trains.

My invention consists in providing valves on the several cars connected to the straightair train-pipe and arranged to respond to pressure in this pi e to connect brake-cylinder to reservoir. ith a system arranged in this manner it is necessary to supply to the straight-air train-pipe only. suflicient air to operate the valves, instead of supplying all t 1e air required in the brake-cylinders. Thus the speed of application .and release is increased.

My invention further consists in controlling these valves by the differential action of thepressurein the straight-air train-pipe and in rake-cylinder, thereby securing equal pressures in all the brake-cylinders' view of the emergency valve, and Fig. 3

shows across-sectional view of the automatic valve which controls the brakes in normal operation.

In the drawings, A represents anair-compressor, and B a reservoir supplied therefrom.

C and D represent two train-pipes, the former connected to reservoir B directly or through a pressure-reducing valve, and consequentl normally carrying air under ressure. T we second train-pipe D is norma ly at atmospheric pressure and is arranged to be connected to reservoir or to atmosphere by the engineers valve E.

F represents a valve controlled by variations of pressure in the train-pipe D and controlling the flow of air into and out of the brake-cylinder The construction of this valve is shown in Fig. 3.

one side .to the pressure in train-pipe D through. a pipe connection 11 and on the other side to brake --cylinder pressure through pipe connection g. The connection to brakecylinder 1;] sage in t .e emergency-valve I for. the purpose hereinafter explained. H represents a -puppet-valve normally held seated by the spring h, but arranged to be lifted from its seat by the spindle of valve F when that valve is moved toward the right. Valve H when lifted connects pipe 9, leading from the brake-cylinder to pipe 1), leading to reservoir.

Leavlng out of consideration for the. moment the emergency-valve l, which remains inoperative in ordinary service, the operation of the system is as follows: When it is desired to apply the brakes, air at the sired pressure is admitted to thetrainipe D through the engineers valve E. his pressure acting on piston moves valve F to the right as viewed in Fig. 3, raising valve H from its seat and connecting reservoir to brake-cylinder. When brake-cylinder presi'sure equals the pressure, of the air admitted l to the train-pipe, D, the pressures on oppo- Patented. Jan. 15, 1907.

The slide-valve F is actuated by a piston f, which is exposed on' asses through a normally open pas- I action of the pressures in the second trainpipe and in brake-cylinder, and meansindependent of said valve for connecting brakecylinder to reservoir upon a fall in pressure in the first train-pipe. Y

7. In an air-brake system, a reservoir on each car, a train-pipe normally carrying air under pressure, a second train-pipe, a valve for connecting brake-cylinder to reservoir or to atmosphere controlled by the differential action of the pressures in the second trainpipe and in brake-cylinder, and an emergency-valve arran ed to disconnect brakecylinder from the st-mentionedvalve and to connect it to reservoir upon a fall in pressure in the first train-pipe.

8. In an air-brake system, a reservoir on each car, a train-pipe, a valve for connecting brake-cylinder to reservoir or to atmosphere controlled by the differential action of trainpipe and brake-cylinder pressures, andmeans or producing an emergency application of the brakes train.

9. In an air-brake system, a reservoir on upon a breaking apart of the V 10. In an air-brake system, a'reservoir on each car, two train-pipes, one normally carrying air under pressure and the other nor- Inally at atmospheric pressure, and two valves on each car each adapted to connect brake-cylinder to reservoir, one controlled by the differential action of the pressures in the first train-pipe and-in reservoir and the other by the differential action of the ressures in the second train-pipe and in bra e-cylinder.

In witness whereof I have hereunto set my hand this 25th day of May, 1906.

FRED B.- COREY.

Witnesses:

HELEN ORFORD, G. O. HOLLISTER. 

